Internal combustion engine



Aug. 5, 1941. J. F. SLADKY INTERNAL COMBUSTION ENGINE Filed Nov. 10,1959 2 Sheets-Sheet 1 ,INVENTOR. f. .51 50/1 V ATTORNEY.

J02? BY @1 Aug. 5, 1941. J. F. SLADKY INTERNAL COMBUSTION EN GINE- FiledNov. 10, 1939 2 Sheets-Sheet 2 J05P BY a, Z

atented Aug. 5, 1541 INTERNAL COMBUSTION ENGINE Joseph F. Sladky,Racine, Wis., assignor to Nash- Kelvinator Corporation, Kenosha, Wis., acorporation of Maryland Application November 10, 1939, Serial No.303,752

12 Claims.

This invention relates to internal combustion engines and has particularreference to manifolds for supplying fuel thereto.

It is an object of this invention to provide a novel shape of intakemanifold which will be more economical in operation than typesheretofore known.

It is another object of this invention to provide a carburetor andmanifold assembly for an internal combustion engine which will be moreefcifient in operation than the types heretofore known.

It is another object of this invention to provide a fuel supply systemfor an internal combustion engine using a plurality of carburetor jetsdischarging into a. single manifold.

It is another object of this invention to provide a manifold normallyhaving two distinct currents of fuel mixture therein but being arrangedfor the counterflow of said fuel currents from their nor- It is anotherobject of this invention to provide a novel type of port connecting anintake manifold on a carburetor.

Other objects and advantages will be apparent from a consideration ofthe following specification and the attached drawings of which there aretwo sheets and in which Figure 1 represents a side elevation of aninternal combustion engine embodying my invention;

Figure 2 represents a section taken along the line 2-2 of Figure 1 andlooking in the direction of the arrows;

Figure 3 represents a section taken along the line 3-3 of Figure 2 andlooking in the direction of the arrows;

Figure 4 represents a section taken along the broken line 4-4 of Figure3 and looking in the direction of the arrows;

Figure 5 represents a section taken along the line 5-5 of Figure 3 andlooking in the direction of the arrows;

Figure 6 represents a section taken along the line 6-6 of Figure 1 andlooking inthe direction of the arrows;

Figure 7 represents a section taken along the line l-I of Figure 3 andlooking in the direction of the arrows.

Illustrated in Figure 1 is an automobile engine having a cylinder blockl0, cylinder head l2, oil pan l4, exhaust pipe 16, air intake cleanerI8, and a carburetor generally indicated at 20.

As is more clearly indicated in Figure 2, the engine is of the L-headtype having the usual crank shaft 22 connected to the connecting rods 24and pistons 26 which operate within the cylinders 28. The cylinders arecompletely surrounded by a water cooling jacket 30 which is open atintervals along its top as indicated at 32 to communicate with a coolingwater space 34 within the head I2. I have provided the usual gasket 36between the cylinder block and bolts 31 for holding the two blockstogether. Cooling chamber 34 is provided with a rib 38 which acts toboth strengthen the portion of the cylinder head over the cylinders andto increase the heat transfer capacity between the head and the coolingwater.

Each cylinder has the combustion chamber 40 formed above it by a recessin the head casting l2. This combustion chamber leads to the intakevalves 42 and the exhaust valves 44, which extend downwardly through avalve guide 45 and a boss portion 46 of the cylinder block. The lowerends of the valves terminate in a collar 48 which rests on the adjustingnuts 5|] of the valve lifter 52. The valve lifters are journaled in aportion of the block and extend into the crank case of the engine wherethey are operated by the usual cam shaft 54. The space between the valveguide 45 and the valve lifters 52 contains the valve springs 56 whichabut at one end against a washer 58 seated against the cylinder blockand at the other end against the collar 48. The spring 56 urges thevalves to closed position, and clearance of the valves may be adjustedby changing positions of the nuts 50. The space around the valve springsis closed by valve cover plate 60 and is supplied with a lubricant bythe oil pump through a duct (not shown). Excess oil is drained throughthe port 62. Oil collects behind the baflle 64in the trough 66 until itwill pass through the port 68 to lubricate the valve lifters 52.

The exhaust port 10 is carried down from each exhaust valve and throughthe side of the cylinder block to a point where the cylinder block isbroached to receive the exhaust pipe or manifold 12. The pipe 12 is heldin place by means of the brackets 14 bolted to the side of the cylinderblock by bolts 16. It will be noted that the exhaust ports 10 branch outat their inner ends to accommodate two exhaust valves in adjacentcylinders.

The intake valve 42 closes a port which opens downwardly into a passagewhich turns almost immediately to the side of the block where itcommunicates with an intake manifold 82. The portion of the block 84between the valve and the manifold is curved in contour to assure asmooth flow of the air and fuel mixture into the cylinder. It will benoted that there is a cooling water passage 86 which passes along theside of the valve stems and around the intake and exhaust ports. Thiswater passage 86 is also connected with the cooling jacket 30 around thecylinder at points between the intake and exhaust ports as is indicatedat 88 in Figure 4.

The head casting has a series of depressions 90 formed therein in whichthe sparkplugs 92 are positioned over the exhaust valves for eachcylinder.

The intake manifold 82 is merely a rectangular trough formed in the topof' the cylinder block casting and having a widened portion 94 at itscenter and openings 96 leading to the intake ports 80. The top of theintake manifold is closed by the cylinder head I2 which has the twocarburetor ports 98 and I formed near its middle portion and arrangedlongitudinally of the intake manifold. It should be noted that theseparation between the two ports is shaped off square at the bottom asindicated at I02 while the sides of the ports away from each other areground back in a smooth contour I04. This shaping of the ports as theyenter the intake manifold influences the flow of gas from the port 98 tothe rear of i the engine and the last three cylinders, while flowthrough the port I00 is influenced toward the front of the engine andthe first three cylinders. At the same time there is no obstructionbetween the two streams of fuel after they have entered the intakemanifold, and should there be more demand toward one end of the enginethan the other, the fuel is free to flow from both ports toward one endof the engine.

The ports 98 and I00 are supplied with fuel and air by the carburetor 30which has dual jets I05 which discharge into the two Venturi passagesI06 which in turn discharge into the two throttle passages I08 past thethrottles I I0 and into the ports 98 and I00. The carburetor is alsosupplied with a choke valve II2 operated by the lever H4 and a floatchamber II6 for maintaining an even supply of fuel to the Venturi jetsI05. I have found it desirable to place the carburetor at a slight anglefrom the vertical and have done this by placing a wedge shaped block II8between the carburetor and the cylinder head casting. It should be notedthat the carburetor is tilted in such a manner,

that the float tank II8 is on the high side of the carburetor andtending to increase the flow from the float tank to the carburetor. Inturning the car to the right, fuel tends to be thrown away from the jetsI06 into the bowl thus starving the engine. Tilting the bowl counteractsthis. A left turn forces fuel toward the jets and is not objectionable.

I have found that this combination of a carburetor having duel jetsplaced longitudinally of the engine and discharging in the manner justdescribed provides a much more regular flow of fuel to all of thecylinders of the engine. This arrangement also functions more evenlywhen the car is being driven around a corner than does otherarrangements.

I have described my invention in some detail,

and it is to be understood that I intend this said float chamber beingpositioned on the high side of said carburetor.

2. In combination with an internal combustion engine having a manifold,a top portion for said manifold, a carburetor supported in a tiltedposition on said top portion, jets in said carburetor arrangedlongitudinally of said manifold and in the planeof the tilt of saidcarburetor; a float tank carried on the high side of said carburetor andparallel to said jets, and ports formed in the top portion of saidmanifold for connecting said manifold with said jets.

3. In combination with an internal combustion engine, a carburetorhaving a plurality of similar fuel jets therein, a plurality of portsconnecting saidjets with the bottom of said carburetor, a head castinghaving a plurality of ports therethrough and arranged to register withthe ports in said carburetor, means for fastening said carburetor onsaid head casting, and means for fastening said head casting to saidengine with the ports in said head arranged longitudinally of an intakemanifold.

4. A manifold for an engine having two carburetor ports arrangedlongitudinally of said manifold, the walls of said manifold around saidports being so relieved as to increase the area for fuel flow from eachport in one direction but not obstructing flow in another.

5. An engine block casting, an intake manifold formed along the top ofsaid casting, a head casting for closing said manifold and having twoports therein for communication between said manifold and a dualcarburetor, said ports being arranged longitudinally of said manifold.

6. In combination with an internal combustion engine, an intake manifoldfor said engine, dual carbureting means for said engine and means forconnecting said carburetor and said manifold, said last mentioned meanscomprising a wall defining two carburetor ports formed adjacent eachother and longitudinally of said manifold, said ports having theiroutside edges cut away.

7. In combination with an internal combustion engine having an openmanifold, a cover for said manifold, a carburetor supported in a tiltedposition on said cover, and ports formed through said cover between saidcarburetor and said manifold and longitudinally of said manifold, theopposite edges of said ports being cut away into said manifold more thanthe adjacent edges thereof.

8. In combination with an internal combustion engine having a manifold,a top portion for said manifold, a carburetor supported in a tiltedposition on said top portion, a float tank on said carburetor, said tankbeing on the high side of said carburetor, and ports formed through saidtop portion of said manifold and positioned longitudinally of saidmanifold, the opposite edges of said ports being cut away to saidmanifold more than the adjacent edges thereof.

9. A manifold formed in an engine, a head for said engine arranged toclose said manifold and having aplurality of carburetor ports arrangedlongitudinally and midway of said manifold, a wall for said manifolddefining an even number of openings arranged symmetrically along saidmanifold with respect to said carburetor ports, and a plurality ofsymmetrical ducts connecting with said openings, said ducts each leadingto two cylinders.

10. A manifold for an engine having a plurality of carburetor portsarranged longitudinally of said engine, means influencing the flow offuel 11. In combination with an internal combustion engine, a manifoldextending along said engine and adapted to conduct fuel to the cylindersthereof, a head for said engine defining a plurality of carburetor portsto said manifold longitudinally thereof, and carbureting means connectedto said head over said ports.

12. In combination with an internal combustion engine having an'openmanifold, a head for said engine forming a cover for said manifold, acarburetor supported in a tilted position on said cover, and portsformed through said head between said carburetor and said manifold andlongitudinally of said manifold, the opposite edges of said ports beingcut away into said manifold more than the adjacent edges thereof.

JOSEPH F. SLADKY.

